Catalytic smog inhibitor



July 10, 1962 Filed April 20, 1960 W. J. A. STURTZ CATALYTIC SMOGINHIBITOR 2 Sheets-Sheet 1 IN V EN TOR:

H15 ATTOE/VEKS l V/u/AMMSTu/erz July 10, 1962 w. J. A. STURTZ 3,043,095

CATALYTIC SMOG INHIBITOR 2 Sheets-Sheet 2 Filed April 20, 1960 m A Mm%mw; w m 4Z1 A M M H w United States Patent 3,043,095 (IATALYTIC SMOG HTGRWilliam J. A. Stnrtz, (01d) 1959 Pine Ave, Long Beach 6, Calif. FiiedApr. 20, 1960, Ser. No. 23,447 9 Claims. (Cl. 60-29) My inventionrelates to a catalytic smog inhibitor of the type used in connection wthinternal combustion engines.

An object of my invention is in the provision in a smog inhibitor ofthis character of an ignited catalyst thermostatic control valve unitfor substantially removing from the exhausting gases of an internalcombustion engine smog producing gases.

Another object of my invention is in the provision in a smog inhibitorof this character of a means whereby it may be readily adaptable to thestandard exhaust systems of any internal combustion engine.

A further object of my invention is in the provision in a smog inhibitorof this character the operation of which is temperature-responsive andoperates to substantially remove from the exhaust of an internalcombustion engine smog producing gases.

A still further object of my invention is in the provision in a smoginhibitor of this character of a catalytic sleeve inhibitor forinsertion into a portion of an exhaust manifold of any internalcombustion engine for oxidizing the exhausting gases.

An equally important object of my invention is in the provision in asmog inhibitor of this character of a switch actuated electricalindicator for indicating the proper function or malfunction of the smoginhibitor with respect to the exhaust gases of an internal combustionengme.

Another object of my invention is in the provision in a smog inhibitorof this character of a cam actuated switch for controlling theenergization of an exhaust ignition electrode.

Yet another object of my invention is in the provision in a smoginhibitor of this character of an apparatus that will prohibit theexhausting of smog producing gases from an internal combustion engineand at the same time function as a preheating unit for such engine.

Other objects will appear hereinafter.

The invention consists in the novel combination and arrangement of partsto be hereinafter described and claimed.

The invention will be best understood by reference to the accompanyingdrawings showing the preferred form of construction, and in which:

FIG. 1 is a fragmentary side elevational view of a standard form ofmanifold of an internal combustion engine shown in light lines togetherwith the application of my smog inhibitor thereto;

FIG. 2 is a side elevational view of my invention -showing the partsthereof in normal unactuated position;

FIG. 3 is a side elevational view similar to FIG. 2 showing the partsthereof in actuated position;

FIG. 4 is a fragmetary detailed view taken on line 44 of FIG. 2; and

FIG. 5 is a perspective view of my catalytic sleeve inhibitor as used inmy invention.

The object of this invention is a device that when incorporatedinto theexhaust system of an internal combustion engine will substantiallyreduce smog producing chemical components from the exhausted gases ofsuch engine. The incomplete combustion of fuel in an internal combustionengine and the free exhausting of the chemical components of suchincomplete combustion into the atmosphere results in a smog producingcondition. The exhaust of an internal combustion engine consists ofcarbon and carbon monoxide, carbon dioxide, nitrogen and See water. Thecarbon monoxide and nitrogen are the greatest smog producing chemicalsthus exhausted from the internal combustion engine. A greater amount ofthese chemicals are exhausted when the temperature is relatively low inthe engine; such an example is the period of initially starting suchengine.

Referring to FIG. 1 I show schematically in light lines a motor block 10having conventionally mounted thereto a manifold 11. The manifold 11terminates at one end into an exhaust port which is housed in anenlarged flange 12. Connected to the flange 12 through the employment ofbolts 13 is the conventional metal pipe system of the engine exhaust.The exhaust of the internal combustion engine '10 is forced into themanifold 11 through the exhaust valve of each cylinder. The manifold 11collects these exhaust gases and directs their passage to the exhaustpipe, not shown.

Interposed between the flange 12 of the manifold 11 at the exhaust portthereof is my catalytic smog inhibitor unit 14 which operates inconjunction with a metal sleeve 15 which is adapted to be inserted intothe exhaust port of the manifold 11. This metal sleeve 15 isperspectively shown in FIG. 5. This sleeve 15 is constructed fromsuitable material having high oxidation activity, 'such, for example, asplatinum, palladium or cooper. There it can be seen that the sleeve 15terminates into a flange 16 which is of the same configuration of theflange 12 of the manifold 11. This flange 16 is provided with apertures17 through which the bolts 13 project. The diameter of the sleeve 15 isless than the inner diameter of the neck portion 18 of the manifold 11so that when the sleeve 15 is inserted into the neck '18 of the manifold11 the body portion 19 of the sleeve will lie in spaced parallelrelation with respect to the inner wall of the neck 13 of the manifold11. This is for a purpose hereinafter made apparent. As seen in FIG. 5the body 19 of the sleeve is provided with a cut-out portion 20. Thiscut-out portion 20 lies in open communication with the exhaust valve ofthe engine and therefore will'in no way interfere with the exhaustingoperation thereof. My inhibitor unit .14 comprises a body 21 havingformed therein a circular opening 22. This opening 22 is adapted to liein open communication with the exhaust opening 23' of the sleeve 19.,The body 21 provides a hollow housing bracket 23 into which isfrictionally positioned a switch housing 24. The switch of the switchhousing 24 has a terminal thereof connected to a suitable electricalconduit 25 which has its free end connected to one end 26 of an elecrode27. This electrode 27 is conveniently mounted in a housing 28 formedintegrally with the body 21 as shown. An element 29 of the electrode 27extends into the opening 22 as seen in FIG.

2 and 3.

Pivotally mounted upon a shaft 30 is a butterfly valve 31 having adiameter less than the inner diameter of the sleeve 15 adjacent theflange '16 thereof. One end 32 of the shaft 30 extends out of the body21 and lies in a plane that is spaced parallelly from the electrode 27.Fixedly mounted on the end 32 of the shaft 30 is an eccentric cam 33.This cam 33 has its edge thereof in bearing engagement with a plungermember 34 of the switch contained in the switch housing 24.

Journalled upon an exposed portion of the opposite end of the shaft 30is a counterweight 35.

Extending from the body 21 is a stud 36. This stud 36 supports a housing37. Within the housing 37 is coiled a temperature sensitive spring (notshown) which has one end fixed to a bushing '42 fixedly carried by theshaft 30 and the opposite end fixed to the stud 36.

Mounted on the stud 36 and adapted to lie in facial abutment with thespring housing 37 is a temperature indicia bearing plate 38. This plate38 has formed therein a slot 39 through which extends a screw 40 whichis threadableinto the free end of the stud 36. The plate 33 is providedwith a central opening 41 through which extends the bushing 42 which isfixedly connected to the shaft 3% By such an arrangement upon looseningof the screw 49 the plate 38 may be adjusted about the bushing 41 to theextremities as defined by the slot 39.

A suitable pointer 43 is carried by the shaft 33 and is adapted to moveover the plate 38 as the shaft 33 rotates in a manner hereinafterexplained so that the pointer 43 will indicate the operativetemperatures of the butterfly valve 31 as will hereinafter be madeapparent. On the free end 44 of the shaft is mounted a sleeve 45. Thissleeve '45 is adapted to receive the rotatable switch actuator 46 of arotary switch 47. This switch 47 is supported by a bracket 43 which by aleg 49 is connected to the stud 36. The sleeve 45 is connected to therotatable switch actuator 46 by a set screw 50. By' such an arrangementthe amount of rotation of the rotatable switch actuator 46 can beregulated in ratio to the amount of rotation of the shaft 30 in a mannerand for a purpose hereinafter made apparent.

Carried by the counterweight is an elongated spring finger 51 which isof a length to engage the stud 36 so as to provide a yieldable stopagainst further rotation of the shaft 30 and butterfly valve 31.

The body 21 provides suitable apertures 52 for the reception of thebolts 13 when the control unit 14 is operatively placed between theexhaust end of the manifold 11 and the first pipe section of the exhaustsystem.

The presence in the exhaust of an internal combustion engine of carbonand carbon monoxide is in direct ratio to the heat of the exhaustinggases. That is to say the greater amount of carbon and carbon monoxidein the exhausting gases the cooler such exhausting gases will be. It istherefore the purpose of my smog inhibitor to restrict the exhausting ofthe exhaust gases when the temperature thereof is below a preselecteddegree.

Normally the butterfly valve 31 of my device is in its closed positionas shown in FIG. 2. When the ignition of such engine is turned on,electrical current is allowed to pass through a suitable conduit 53 tothe switch in the switch housing 2-4 and in turn to the electrode27 sothat the exposed tip 29 thereof will electrically glow as combustion ofthe fuel commences in the engine. The exhaust gases therefrom will becollected by the manifold 11 and directed to the exhaust system.However, the exhausting gases will engage the closed butterfly valve 31and will be restricted from passing into the exhaust system associatedtherewith. Certain of these gases in the manifold 11 will be trappedbetween the inner wall of the manifold and the neck portion 19 of themetal sleeve 15. The sleeve 15 acts as a catalyst and will causeoxidization of the gases trapped in the manifold 11 by the closedbutterfly valve The purpose of the catalytic sleeve 15 is two-fold:First, the sleeve 15 is designed to catch a portion of the water (H O)contained in the expelling engine exhaust. The catalytic sleeve 15will'be heated by the escaping exhaust and will split the atoms of the H0, thus producing steam, and mix the same with the carbon monoxide, andthe catalytic treated nitrogen with the carbon monoxide, to produce afurther combustible gas. 7

As the cool gases are trapped at the exhaust end of the manifold :11 bythe butterfly valve 31 they will be ignited by the glowing electrode 27.By such action the temperature of the gases will be increased and willbe conducted down the shaft 3i on to the coiled spring within thehousing 37 causing the same to react in releasing its coiled tension toa degree that the pressure of the trapped gases will cause the butterflyvalve 31 to open. As the valve 31 opens it will rotate the shaft 39. Therotating of the shaft 30 will rotate the cam 33 connected to the end 32thereof permitting the switch plunger 34 to move into a position wherethe switch within the housing 24 is inop erative. In the inoperativeposition of the switch, electrical energy is discontinued to theelectrode 27. As the internal combustion engine continues to operate theexhaust gases thereof will be of a suflicient temperature to maintainthe butterfly valve 31 in its open position.

.As the butterfly valve 31 moves to its open position it rotates theshaft 30 and such shaft by its connection to the sleeve and theslcevesconnection to the r0- tatable actuator 46 of the-switch 47 will open thecontacts of such switch 47 and extinguish a smog indicating light 54.This light 54 is shown in a schematic circuit diagram as seen in FIG. 2wherein such 1ight'54 is connected to the switch 47 and a battery 55 orthe like. If the temperature of the gases of the internal combustionengine falls to a degree which causes the spring within housing 37 toclose or partially close the butterfly valve 31, the contacts of theswitch 47 will be made and the light 54 will be illuminated to indicatethat the engine is exhausting smog producing gases. At the same time thecam 33 will again act upon the plunger 34 closing the switch in theswitch housing 24 to again cause the electrode 27 to be energized andglow.

The oxidizing, of certain of the gases contained in the exhaust that isentrapped in the manifold is more readily achieved when such gases aremoist .0 It is also the purpose of the sleeve 15 to entrap between itand the inner wall of the neck 18 of the manifoldll a portion of thewater vapor that is normally contained in the engine exhaust. As thesleeve 15 is heated by the exhausting gas the water vapor will expandand combine with the exhausting gases and moisten/the same. Theadditionla heat from the electrode 27 will burn these gases reducing theamount of free carbon therein and effectuate the oxidizing of the carbonmonoxide into carbon -coil could be substituted therefor withoutaffecting the scope and operation of my invention.

It should be also borne in mind that the sleeve 45 connected to theshaft 30 can be fixedly adjusted about the rotatable actuator 46 so thatthe switch '47 will be actuated at any predetermined partially openposition of the valve 31.

While I have illustrated and described the preferred form ofconstruction for carrying my invention into effect, this is capable ofvariation andmodification without departing from the spirit of theinvention. I, therefore, do not wish to be limited to the precisedetails of construction set forth, but desire to avail myself of suchvariations and modifications as come within the scope of the appendedclaims.

Having thus described my invention, What I claim as new and desire toprotect by Letters Patent is:

l. A smog inhibitor for. use in the exhaust'system of internalcombustion engines comprisinga catalyst in the form of a hollow sleevedisposed in a spaced apart parallelly extending position within theexhaust system for oxidizing certain of the exhaust gases, a movableexhaust restricting means carried at one end of said sleeve having anoperative position for restricting exhausting of low temperature gasesfrom the internal combustion engine during their period of oxidizing,means for'heating said exhaust gases for aiding their oxidation, andtemperature-responsive means for permitting the heated oxidized gases tomove said exhaust restricting means from its operative position to aninoperative position whereby the heated and oxidized gases will beexhausted through the exhaust system.

2. A smog inhibitor as defined in claim 1, wherein said movable exhaustrestricting means includes a valve rotatably supported by a shaftprovided by said smog inhibitor.

3. A smog inhibitor as defined in claim 1 wherein said means for heatingsaid exhaust gases includes an electrode positioned relative to saidexhaust restricting means when it is in its operative position, so as toheat said exhaust gases during their period of oxidation.

4. A smog inhibitor for use in the exhaust system of an internalcombustion engine comprising a body portion interposed between theexhaust port of the engine manifold and the intake bore of the exhaustsystem, an exhaust oxidizing catalyst extending forwardly of said bodyinto said exhaust port of said manifold in a spaced relation thereto,said body having formed therein a central circular opening having opencommunication with the manifold on one side and the exhaust ssytem onthe other, said body providing within said circular opening arestricting means having an operative position for partially closingsaid circular opening for restricting the exhaust of gases from themanifold into the exhaust system, means for rotatably connecting saidrestricting means to said body, temperatureresponsive means forregulating the rotation of said restricting means to an inoperativeposition, means for igniting the exhaust gases when said restrictingmeans is in its operative position for restricting exhausting of saidgases from said manifold, elect ical connector means for said ignitingmeans, and switch means for cooperating with said connector means forenergizing said igniting means when said restricting means is in itsoperative position so as to heat said restricted exhaust gases toactuate said temperature-responsive means so as to rotate saidrestricting means to its inoperative position thereby to permitunrestricted exhausting of said heated gases.

5. A smog inhibitor as defined in claim 4 wherein said restricting meanscomprises a rotatable butterfly valve.

6. A smog inhibitor as defined by claim 4 wherein said means forigniting the restricted exhaust gases comprises an electrode.

7. A smog inhibitor as defined in claim 4 having a second switch meansresponsive to partial rotation of said restricting means for energizingan indicator for visually indicating the exhausting of smog-producinggases 8. A smog inhibitor for use in the exhaust system of an internalcombustion engine comprising a body portion interposed between theexhaust port of the engine manifold and the intake bore of the exhaustsystem, an exhaust oxidizing catalyst extending forwardly of said bodyinto said exhaust port of said manifold in a spaced relation thereto,said body having formed therein a central circular opening having opencommunication with the manifold on one side and the exhaust system onthe other, said body providing within said circular opening a rotatablebutterfly valve having an operative position for partially closing saidcircular opening for restricting the exhaust of gases from the manifoldinto the exhaust system, means for rotatably connecting said butterflyvalve to said body, temperature-responsive means for regulating therotation of said butterfly valve to an inoperative position, anelectrode for igniting the exhaust gases when said butterfly valve is inits operative position for restricting exhausting of said gases fromsaid manifold, electrical connector means for said electrode, and switchmeans for cooperating with said connector means for energizing saidelectrode when said butterfly means is in its operative position so asto heat said restricted exhaust gases to actuate saidtemperatureresponsive means so as to rotate said butterfly valve to itsinoperative position thereby to permit unrestricted exhausting of saidheated gases, and second switch means responsive to partial rotation ofsaid restricting means for energizing an indicator for visuallyindicating the exhausting of smog-producing gases. 7

9. A smog inhibitor as definedin claim 8 and having a rotatable cammeans operatively connected to said first-mentioned switch means forenergizing said electrode when said valve. means is in its operativeposition and for deenergizing said electrode when said valve means isrotated into its inoperative position.

References Cited in the file of this patent UNITED STATES PATENTS2,038,567 Ittner Apr. 28, 1936 2,807,930 Bratton Oct. 1, 1957 2,851,852Cornelius Sept. 16, 1958 2,858,667 Reske Nov. 4, 1958

